Air-brake triple valve.



W. M. AUSTIN.

AIR BRAKE TRIPLE VALVE.

APPLICATION FILED 00124, 1903.

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WALTER MERVILLE AUSTIN, OF-SWISSVALE, PENNSYLVANIA,assieuoa TO trait wssrruo- HOUSE AIR BRAKE COMPANY. OF PITTSBLIFRG,PENNSYLVANIA, A -CORPORATION OF PENNSA.

SYLVANIA.

D No. 915,723.

L AIR-BRAKE TRIPLE "VALV Specification or Letters Patent. I lP 'atented March 23,1909.

Application filed October 24, 1903. Serial No. 178,339,"

To all whom it may concern:

Be it known that I, VVALTEIRAGL AUs'riN, a citizen of the United .States, residing at Swissvale, in the county ofulllegheny and:

State of Peimsylvania, have invented certain new and useful Improvements in AirBrake Triple Valves, of which the following is a frll,

clear, and exact description. i

T his invention relates .to fluid ressrre train brakes, the object primarily eing to devise a constructionof triple valve whereby "pressure which may' leak away from the.

brake cylinder'while'the brakes are a plied, will be automatically restored regarr essof '15 the extent or durationoffthe leakage, thus overcoming at once the defect comn1only;ob-

served in the operation of brakes on longgrades, where, by reason of leakage from the brake cylinders, the train often increases headway to such an extent that theengineer inust continually reduce train line pressure and often recharge a xiliaries in order to hold the train at a safe s eed. p I i secondarily, my (2 ject is to devise a con struction whereby-the brakes can be pertially reduced when desirable in order to keep the train at the proper speed when the gradechanges or make a stop at the exact pointfde sired. Y t In accomplishing'the'object of my invention, I balance train pipe and brake cylinder pressures against a constant pressure applied, from 'asupplemental' reservoir upon a con-1, trolling valve in such a manner that when a reduction in the brake cylinder pressure cccurs, by reason of leaka e, thesupplemental pressuremoves the 'va ve' to recharge the rake cylinder from the auxiliary reservoi z.

The train pipe pressure and brake cylinder 40 pressure which act' together against the suppleinental pressure, are respectively applied.

to. differential'pistons or diaphragms, of such construction that'wvhen the pressure .admit ted to the brake cy'linderon' applic'at'ion'of brakes arrives at the working pressure, the main valve is-m0vedto the lap poslt p-n' and-- there held'rntil release of brakestakeS plae. Another feature of my invention is a con struction whereby in case the auxiliary rese rvan pressure in 'chargmg'thc brake cylinder to compensate-for leakage, is rediihed' below train pipe pressure, theauxiliary reservoir is.

automatically charged from the train pipe.

invention will-be described in detail with reference to theaccompanyingdrawing,

same parts on line 2-2 of Fig, 3, the view being as if the valve w'ere tilted downward. I In thei'ollowing description stress willbc' laid only on those parts of the construction and operation which concern thepresent invention, it being understood that several features of ordinary 'triple valves will. be

used in conjunction with the novel devices.-

Referring to the drawing. by l etter,'-A

indicates the main frame. or case castings of the triple valve, a belng the connect1o1rfor75 the-tram pipe, I) the connection for the aux- I i iliary reservoir and c the connection for t-hebrake-cylinder. The main valve e contains a;gra'duat ingv release valve m normally held closed 'by spring'm (Fig. 4) but shown held open by pin m vin slide 2), also a gradu-. ating application. valve it normally held closed by spring n" (Fig. 5) but shown held open by pinn in slide 7'). The slide valve seati'contains a port e" connecting with apassage, 10 leadingto the brake cylinder-.1 In the seat there is also a port e connecting with the 'auxiliary reservoir passage 1), and a port 0 connecting with a passage 0* leading tojthe atmosphere. I so On the main valve stem f, there arethrec diaphragms, 2 and f, respectively. concentrically arranged in succession with slight-spaces or chalnbersbetween them and;

clamped'at theiredgesbetween sections of i the main casing, as shown. The diaphragms are-backed up or reinforced, by stiff segments f loosely set in place and preventing the diaphragins from being strained hvthe prcs sures exerted' thereon; The outside of diaphragm f is constantly exposed to ftruin I pipepressure through the openings or and a the latteropening being in a valved which-is held closed by springo and placed inline withithevalve stem and upon which the latter limits on service applications.

7 through passages g, which chamber and each The space between diaphragms f and 2 communicates through passage with tie brake cylinder passage 0, while the space between diaphragms f and f is always 5*open to the atmosphere through a passage f shown. in dot-ted lines in Fig. l.

At the right hand end of the valve there is arranged a cap 9 having openings 1' which lead into what I have termed a su plemental reservoir, indicated in dotted iues, the pressure from which leads through the ca g, thence through passages g mto a va ve g thence into the main valve chamber 7 and finally reaches the outer side of dia- 15 hragm f .through a feeding roove f. hus the outer diaphragms f an f which are of equal or nearlv equal areas, are acted upon in opposite irections, respectively, by train pipe pressure and sup lemental reservoir pressure. The interme iate diaphragmf is, durin the a plication' of the rakes, acted upon y brake cylinder pressure m a manner to cooperate with the pressureon the outside of dlaphragmf to move the valve to the right. But this intermediate diaphragm is of greater area than either of the others so that when a certain pressure from the brake cylinder has arrived in the-space between diaphragms f and f, 3'0 the' .-teircess area of diaphragm f1 will enable it along-with train pipe pressure on f to overcome :the pressure of the supplemental auxiliary upon diaphragm f am move the valve to the right. 35 Train pipe pressure leads .from the connection a to the passage afwhich divides and passes each side of that portion of the casing.

containing the passages 71 and e. Passage a opens into the supplemental "reservoir are normally closed by the head of valve 9 acted upon by the spring 9". Branch passages h and i (Fig. 2) lead upward from the train pipe passage (1. on each side of the main valve passage contains an up- ,wardly opening check-valve i and h held -'i .in pl'a ce" y springs i and h From each h leads-f into the main valve chamber. From the' "chamber above checkwalve 2", a passagei ,,shown in dotted lines in Fig. 1,

chamber above the check-valve h, a passage leads to the-auxiliary reservoir port I)'. The valve 09 normally closes a passage 1' leading to the brake cylinder through a check-valve k.

passage 0 'The 0 eration 18 as follows: Fig. 1 and'Fig.

4 are s own in quick release position, the valve 9 being held open by the main valve stem at its extreme position to the right by a sudden increase in train pipe pressure (made by the operator). Supplemental reservoir pressure is thus allowed to fiow into the tra n pipe causin the sudden increase 1n tra n pipe pressure to e communicated to the next car, 5 v etc. throughout the tram. And pressure is allowed to flow from brake cylinder through a port e, valve m, port 0. and passage 0 to atmospl'zcre. Vlhcn pressure is exhausted from brake cylinder, spring. g closes valve g, pushing valve stem j' and slide pinto running posltion, conmmnication between ports 0 and a being maintained because valve m has not moved far enough to seat. In making a service application of the brakes, a gradual reduction of train pipe pressure on diaphragm j" allows supplemental reservoir pressure acting on diaphragm f to move valve stem f and valve (2 to the left until stem f strikes valve a when it is arrested by s ring Slide 11 has been moved to the lelt on valve e, allowing sprin m to close valve m, and pin to open va vc n, thus opening a passage from auxiliary reservoir through ort 0 valve a, port 0 to brake cylinder. lvhen pressure in brake cylinder has increased so that the remaining train pi pressure 011]" plus the excess brake cylin er pressure on f over 1" are able to overcome supplemental reservoir pressure onf, stem f moves to the right pushing slide p along valve 6 and allowing valve 11. to close under spring 11, thus closing passage between brake. cylinder and auxiliary reservoir. I call this lap position. As no further pressure .can

then enter the brake cylinder, the parts will 95 remain in this position unless leakage orsome unintentional exhaustion of brake cylinder takes place. If leakage from brake cylinder does occur, sup lemental reservoir pressur will overcome t e remaining brake cylinder and train pipe pressures, stem f and slide 7) will move 0 the left and open valve a to re connect he auxiliary reservoir with the brak cylinder, recharging the latter to compensate for the leakage. This takes place automatically and the recharging will continue, intermittently if the conditions so .rc uire, so long as the brakes. are held applied. ind if during the application, the auxiliary reservoir is robbed of so much of its ressurc that it falls below the pressure of t 1e train pipe, the latter will lift check-valve 'i and recharge the auxiliary reservoir through the passage Hence it air pressure can be maintained in the train pipe, the pressure in the brake cylinder during an application of brakes will be corres ondingly and automatically maintained. lo partially release the brakes, a gradual increase in train pipcpre s sure will disturb the balance between tram pi e and brake cylinder pressures on the one side, and sup lemental reservoir pressure on the other si(e causin stem f, valve 0 and slide 1) to move to t le right until stem f strikes valve 9 when it Is arrested by spring 9'2 Communication isnow open from brake cylinder through ort e, valve'm and port c to atmosphere. heu brake cylinder pressure is reduced suflicie ntly to allow supple- 1 mental pressure on f to overcome remaining ressure.

era-res excess brakecylinder pressure on f over f and -new tram pipe pressure on f, stem f,

slide p and pin in will move to the left, allowing valve m to close under spring 1%, thus preventing further release of brake cylinder When making a partial release of :rakes, train pipe pressure may increase alib -re auxiliary reservoir pressure, then auxiliary reservoir will be recharged, as pre viousl "described in connection wlth the tall xiliary reservoirv pressure below (p glpressure. To make a complete butigra 11' release of the brakes, the action "is the-same as for a partial release, except thatlthe' parts donot return to lap position after the release, but remain in release or. sunning position, and the auxiliary reservoir recharged to full running train pipe pres-l sure throu h passages a and a valve 7), passage t and passage 1). In an emergency application of the brakes the sudden reduction r-of'trampipe pressure causes the valve stem :to move to the left under the same forcesas I fbefore described, and to unseat the valve a thus permitting the train pi e pressure to enterthe passage j, lift'the c eck-r' alve 7c and enter directly into'the brakecylinder. Thus the impulse of sudden reduction of train pipe pressure is extended ra idly from car to car throughout the train. f from any cause the Supplemental reservoir pressure has been ,lowered'= lo elow full running train pipe pressure (e; g..by leakage or-by using the pressure supplemental reservoir to partially reehargethe'train-pipe for quick release of the brakes) when the train pipe is" recharged, pressure will flow throughpassages a, a and ia'valveh passage k to mainvalve chamber and-so recharge the supplemental reservoir. 'Itis'important that the-pressure in the su :plemental-reservoir be maintained as near y Eyooristant as possible, since it re resents acon- .istantforce-actingvupon the va ve stem in one "direction, against the variable pressure of the train pipe and brake cylinder. The ability 'of'the valve to maintain the pressure in the 'brake cylinder, de ends upon the constancy :of"the-pressure in t e supplemental reservoir.

It will beseen that with my improvedso "valve the engineer has perfect control of his change the pressure of the brakeshoes upon i combined into onelarge reservei the Wheels; this can bere'adilv done with my invention without the necessity of'iirst mak-- ing a full release, as would be required with the apparatus now muse, Furthermore by my method of-operation there is evidentlya saving of air, since completeexhaustion of the brake cylinder pressure is notnecessary in order to obt in a fractional decrease of any given pressure at the brake shoes:

Under certain conditions, the auxiliary reservoir and supplemental reservoir, may be to the variability of ordinary aizxiliaryreser nit owing voir pressure, it is desirable to separate them.

It will be understood that invention in cludes the use of slide pistons as a substitute for the diaphragms described; in fact, forthe broadest concepti n of my invention, it is not limited as to the nature of the 'mech'an 1sm used upon which to exert the VM'IUUS pressures utilized to move the valvefbr valves; or, the mechanism of the valve or valves used to admit pressure to the cylinder and to release pressure from the same. It

is understood that I may dispense witheither or both the quick action release and emergency features without departing from the invention. I may also in emergency, (llS charge tram pipe pressure into atmosphere if desired. I may also find it desirable ,touse,

series check valves in" order to prevent leakage which may be done from the invention. y

Having described my invention, '1 claim 1. 'In a fluid pressure brake, the combinationwith a train pipe,auxiliary reservoir, I

without departing and brake cylinder, of. a main, valve governing the exhaust from the brake cylinder, an

auxiliary valve having a movement relative to the main valve for controlling the supply of air to the brake cylinder, and a movable abutment subject tothe train pipe pressure and brake cylinder pres ure opposinga con stant force, for operating said valves. 3

2. In a fluid pressure brake, the combinatlon wlth a tram pipe, auxiliary reservo r,

and brake cylindenof a -main-valve control. ling communication from the auxiliary reser ,v-oir to the brake cylinder, a graduating valve having a movement relative to the main, valve for also controlling said communicatic-n, and amovable abutment subjectin one direction to the train'pipe r ssure, and the brake cylinder pressure and "direction to a substantially cn'stant force, for o 'f in the-oppe site erating said valves. 5

tion with a train pipe, a'=:-xilia.r v reservoir,

and brake cylinder,' .f amain valve eovcrning the exhaust fruu the' brakecylinder, an

auxiliary valve havinga movement relative to the main valve-for controlling tl'iesupply of air to and its release from the brake cyliir der, and a movable abutment subject to the train pipe pressure combined with the brake n a fluid pressure brake, the combine- H cylinder pressure and opposing" a substan tially constant force, for operating said valve;

from the brake cylinder, an auxiliary-valve means having a movement relative to the mam valv'efor also controlling said ports, and a movable abutment sub ect to train pipe and brake cylinder pressures for operatmg said valves. F v

5. In a fluid pressure brake, the combination with atrain pipe, auxiliary reservcir,'

and brake cylinder, cf a main valve for controlling the exhaust fromthebrake cylinder, an auxiliary valve having a movementrela- ;tive to the main valve for also controlling "exhaust, and a-movable abutment subj'kitto train pipe and brake cylinder pressure, for 0 eratingsaid valves.

' -6. In a fluid pressure brake, the-combinationwit'ha train pipe, auxiliary reservoir,

and brake cylinder, of a main valve for controlling the exhaust from the brake'cylinder,

an auxiliary valve having a movement relatwo to the mam valve for also controlling sald exhaust, and a movable abutment subject in one direction to the combined forcesof the train pipe pressure and the" brake cylinder pressure, and in the op osite direction to a substantially constant uid pressure for'o crating saidvalves.

7. ln a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, brake cylinder, and a supplemental reservoir or additional source of pressure, of a main valve governing the exhaust from the brake cylinder, an auxiliary valve having a movement relative to the main valve for controlling the supply of air to the brake cylinder, and a movable abutment subject in one direction to the train pipe and brake cylinder pressures, and'in the opposite direction to the supplemental reservoir pressure for operating said valve.

- 8. In a fluid pressure tion with a train ipe, auxiliary reservoir, brake cylinder, an a supplemental reservoir or additional source of pressure, of amain valve governing-the exhaust from the brake cylinder, an auxiliary valve having a movement relative to the main valve for also controlling said exhaust, and a movable abutment subject in one direction to the train pipe andbrake cylinder pressures, and in the opposite direction to the supplemental reservon pressure for operating said valve.

9. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir, 1' brake cylinder, and additional source of pressure .or supplemental reservoir, of a main valve controlling communicatlon from the 4. In a fluid pressure brake, the combinabrake, the combinaauxiliary reservoir to the brake cylinder, an

auxiliary valve having a movement relative to the main valve for also controllingsaid' direction and the supplemental reservoir press are in the other for operating said valves 10. In a fluid pressure brake, the combination with. a" train pipe, auxiliary reservoir brake cylinder, and a ditional source of pressure or supplemental reservoir, of a valve device operated by the opposing pressures of the train ipe and supplementalreservoir for contro' ing the brake cylinder pressure, and means-operating under'an increase in train,pip'e pressure for opening communicationto permit flow of air-from'the supplemental reservoir to they train pipe.

11.- in a fluid pressure brake, the combination'vxith a train pipe, auxiliary reservoir, brake'cylinder, and additional source of presmeans for controlling the supply of air from sure or supplemental reservoir, of valve the auxiliary reservoir to the brake cylinder,

a movable abutmentsubject to the opposing pressures of thetrain pipe and .t e supple mentalreservoir foroperating said'valve means, and a valve also operated by said abutmeut under an increase in 'trampipe pressure for opening communication from the supplemental reservoir-to the train pipe.

12.. In a fluid pressure brake, the combination wane trampipe, auxiliary reservoir,

brake. cylinder, and additional source of pressure or supplemental-reservolr, of a valve bined pressures 'of the train pine and the 1.00 device operated'inone direction by the 00111- n brake cylinder, and in the other oirection by the supplemental reservoir pressure for com trolling the brake cylinder pressure, and means operating under an increase in train pipe pressure for openingcon'im'unication to sup ly' air from the supplemental reservoir to t e train pipe.

13. In a fluid pressure brake, the combination with a train pi e, auxiliary reservoir,

brake cylinder, and a ditional source of pressure or supplemental reservoir, of valve means for controlling the brake cylinder pressure, a movable abutment subject in one direction to the combinedforces of the train pipe pressure and the brake cylinder pressure, and 1n the opposite direction to the supplemental rese-rvoir ressure for operatingisaid' valve means, an av alve also operated by said abutment under an increase in train pipe pressure foropening communication from the su plemental reservoir to the train pipe. 14.. n a fluid pressure brake system, a triple valve comprising a valve adapted to control the passage from the auxiliary reservoir to the brake cylinder, three movable diaphragms attached to the main valve,

' two of which are of substantially equal area,

While the third and intermediate diaphragm is of larger area than either of the others, the said diaphragms of equal area being acted upon respectively in opposite directions by a constant pressure an train pipp pressure, and a port connecting the space etw een the intermediate diaphragm and the diaphragm In witness. whereof, I subscribe mysigna I I ture, in presence or two Witnesses.

WALTER" MERVILLE AUSTIN; Witnesses:

JOHN H. MATHIAs,

GEO. W. FIELDHOUSE. 

